Motorcycle engine transmission



W l W mmmm Aug?. 16, 1938. f

M. w. ANTHONY 2,127,384 MOTORCYCLE ENGINE TRANsMssIoN Filed May 22, 193s 3 sheetssheet 1 wn-maus ArToRNEx Aug. 16, 1938. M. w. ANTHoNY y MOTORCYCLE ENGINE TRANSMISSION Filed May 22, 19:56

3 Sheets-Sheet 2 E W.' l

Mark W' LLWZZMW ATTORNEYS WITNESS:

M. w. ANTHONY MOTORCYCLE ENGINE TRANSMISSION Aug. 16, 1938.

3 Sheets-Sheet' 3 Filed May 22, 1936 ATTORNEYS WITNESS:

Patented Aug. 16.1938

` uNi'rEn STATES PA'TIaIPJTv osi-lcs Mo'roacrcm enema 'rnANsmssloN Mark W. Anthony. Tyler, Tex. Appumipn my zz, 193e. serai N6. 81,317

o 6 Claims. The object ofzthe invention is to provide a motorcycle engine transmission in which the-- '15 therefore susceptible of cheap manufacture.

With this object in view, the invention consists in a construction and combination of parts of which a preferred embodiment is illustrated in the accompanying drawings but to which em- 20 bodiment the invention is not to be restricted.

Continued use in Vpractice may dictate certain changes or alterations and the right is-claimed to make any which fall within the scope of the annexed claims.

' 25 In the drawings:

Figure 6 is a detail sectional view of the cam 40 drive illustrated in Figure 5 taken in a vertical plane diametrically of the cam shaft.

Figure 'I is a sectional view on the plane indicated by the line |-1V of Figure 6.

Figure 8 is a sectional view on the plane indi- 45 cated by the line 8-8 of Figure 3.

The invention contemplates the arrangement in parallel relation and in a common crank-case I of the crank shaft II and transmission sh'aft I2 of the engine or motor whose cylinder Il surl 50 mounts 4the crank-case and is .of the usual air cooled variety and equipped with the conventional inlet and exhaust valves actuated by push rods i5 bearing respectively on the cams I8 and Il. y 55 V'lhecams il and I1 are formed as elements oi' (cl. 12s-'191) a sleeve I8 disposed insurrounding relation4 to the power transmission shaft I2 and motion is communicated to it through the crank shaft by l -means of a chain Il traversing sprockets and 2| mounted respectively on the crank shaft II 5' Vand cam shaft or sleeve Il.

The power shaft lz 1s actuated from the cam shaft It throughthe instrumentality of a clutch 22 of the friction disk form whose driving element is carried by the cam shaft I8 and whose l0 drivenelement is connected with the transmission or power shaft I2, the clutch being kept normally inclutching engagement by means of' the springs 23 and being shifted to releasing position by means of a push rod 2l which extends l5 through a bore inthe power shaft and carries a ball bearing thrust 25 engaging the spring lpressed element of the clutch.

At the Vendof the power shaft remote from the clutch 22, the push rod projects a sufllcient disf2() tance to permit axial movement being imparted to it through the instrumentality of a ilnger 26 which bears on the end of the rod and is designed-to be normally actuated by' rotating the rod 21 by which it is carried. 25

Within the crank-case I0 and mounted on a counter-shaft 2l are the counter-shaft gears 29 and lll which are carried on a common hub and therefore constitute an integral assembly. The gear 28 meshes with a gear In formed asl an ele- 30 ment of a sleeve II which surrounds the transmission shaft and rotates" relative to the latter but constitutes the journal for this .end of the counter-shaft being carried in a bearing 82 in the crank-case and extending through the latter so 35 that it may carry the sprocket 33 over which the vehicle drive chain is trained. When rotary movement is imparted to the gear It therefore driving power is communicated to the sprocket 33. t

The gear 29 meshes with a gear 34 carried by the transmission shaft I2 relative to which it rotates freely except when clutched to the same. And either it or the gear 30 may be clutched to 45 the transmission shaft since both of these gears, on their facing sides. are formed with clutch elements designed to be selectively engaged with the clutch member 25 which is mounted on the transmission shaft between the gears 2U and ll and 50 is axially movable of the transmission shaft but `precluded from angular or turning movement with respect thereto, as by being keyed to the transmission shaft. Shifting of the clutch member Ii is accomplished by means of the shifter '55 38 which is provided with any sui? ible actuating means 31.

The transmission or power shaft i2 extends far enough through the sleeve 3i to provide a mounting for the starting gear 38 which is operatively connected with the transmission shaft through a conventional overrunning clutch I9, or its equivalent, so that if movement is imparted to the gear 38, the transmission shaft will be turned as a result, whereas if the transmission shaft is turning from power derived from the motor, the gear may remain at rest. In m'esh with the gear 28 is a segment 48 designed to have an angular or turning movement imparted to it through the starting treadle Il.

In starting the motor, the elements of the clutch 22 will be engaged but the clutch member 3l will be in neutral position. Depression of the started treadie 4| will impart angular movement to the sector 40 which, through the gear 38, will effect angular or turning movement of the transmission shaft I2, turning movement to the cam shaft I8 being imparted through the clutch22. But with the turning of the cam shaft, the crank shaft will also be turned -and the motor will be set in operation. But then the transmission shaft will turn through power derived from the cylinders. Starting of the vehicle is accomplished by first releasing the clutch 22 by actuation of the rod 2l through its finger 28, sothat the clutch member 35 may be shifted into engagement with the lgear Il, when the sprocket 33 will be turned from its transmission shaft through the gear train 34, 28, 38a and 39, thus giving a lower angular speed to the sprocket Il than that at which the transmission shaft turns. Shifting to high speed is accomplished by first declutching. as aforesaid. and then shifting the clutch member 35 into engagement with the gear 2l, when the angular speed of the sprocket 38 will be the same as that at which the transmission shaft turns.

In that form of the invention illustrated in Figure 3, synchronous'operation of the crank shaft and transmission shaft is effected by a positive operative connection between the two which may be in the form of a chain traversing.

sprockets on the two shafts or in the form of a gear couple of which the driver 88 is carried by the crank shaft and the driven Il by the transmission shaft 32 exterior to the clutch 53 with which the transmission shaft is equipped. Disposed below the transmission shaft is a countershaft N on which are rotatably mounted the gearsl Il, I8 and l1 which areformed as integral elements .of a common sleeve I8 but are spaced from each other. 'Ihe gear l1 is in 'mesh with a gear Il carried by a sleeve 88 which is iournaled in appropriate bearings in the transmission case 8|, so that the sprocket 82 which carrics the vehicle driving chain may be driven thereby. The gear Il is formed on one side with integral spaced lugs constituting the elements of a clutch. The gears 83 and M, mounted on a common hub, -are carried on the transmission shaft i2 between the cams Il and the gear 89 and are axially movable of the on shaft but not angularly movable thereof. the hub of the gears 83 and I4 carryingfa key slidable in a spline I8 formed in the ton shaft.

'Ihe gear unit 83-34 may be shifted tomesh.

the gear il with the gear 88 or the gear 8l with the gea' 88, or to effect direct clutching with the gear i8, which arrangement provides for low,

intermediate and full transmission shaft speed to the sprocket 62.

The clutch 53 is interposed between the transmission shaft 52 and the cam shaft 61 which is in the form of a sleeve loosely surrounding the transmission shaft.

The cams 65 respectively actuate rockers 68 83 is received. The cams 84, which operate the valve rockers are identical in contour with the cams 65 which are preferably integrally formed on a sleeve extension 85 of the driving member of the clutch 88, the shaft 8| rotating in the sleeve extension of the clutch, which sleeve extension rotates on anti-friction bearings in the wall of the transmission case 86.

A gear 81 .carried at the end of the shaft 8i and integral with or secured thereto is provided with clutch lugs on one side and this gear meshes with the gear 88 on a counter-shaft 89 substantially identical with the counter-shaft 54. The gear 88 is mounted in common with the gears 90 and 9i on a sleeve 92, the gear 9| meshing with a gear 93 floating on the section 83 of the transmission shaft, this portion of the transmission shaft extending to the exterior of the transmission case 86 and carrying the drive sprocket 94. The section 83 of the transmission shaft is splined, as indicated at 95, so that the gear 96, which is mounted on this section of the shaft, may move axially with reference to the transmission shaft but not angularly with respect thereto. The gear 96 is provided with clutch lugs on opposite faces so that it may be interlocked either with the gear 81,' or interlocked with the gear 82.

In the construction shown in Figure 5, the countershaft gears are constantly rotating when the clutch is in and the engine in motion but the shaft section 83 is either at rest or in motion, depending on the position of the gear 96. If it is interlocked with the gear 93, the shaft section 83 and drive sprocket 94 rotate at the lowest speed. since the drive is then from the clutch to the gear 81, to the gear 88, the gear 9|, gear 83 through the keyed connection to the transmission shaft section 83. Intermediate speed is secured by effecting meshing of the gear 86 with the gear 98; high speed by interlocking the gears 96 and 81.

The invention having been described, what is claimed as new and useful is:

l. Mechanism for the purpose indicated comprising a crank shaft, a rotary member operatively connected with the crank shaft for rotation in timed relation with the latter, valve 0perating cams mounted on the rotary member for actuating inlet and exhaust valves, a ltransmission shaft having its axis of rotation in common with that of said member and operative the crankcase, a transmission shaft mounted 75 in the crank-case in parallelism with the crank shaft, a sleeve member surrounding and rotating relative to the transmission shaft o-perative connections between the sleeve member and crank shaft to drive the two in timed relation, valve cams mounted on the sleeve member, and a clutch interposed between the sleeve member and the transmission shaft to control the latter independently of the cams.

3. Mechanism for the purpose indicated 'comprising a crank shaft, a transmission shaft arranged parallel to and operatively connected with the crank shaft to be driven by the latter, valve operating cams having axes of rotation coincidentwith the axis of the transmission shaft and operatively connected with the crank shaft to be driven in timed relation with the latter, and means releasably effecting an operative conv nection between the crank shaft and said transmission shaft.

li. Mechanism for the purpose indicated comprising a crank shaft, a transmission shaft, a casing enclosing the two, valve actuatingcams mounted coaxially on the transmission shaft, releasable operative connections between the cams and the transmission shaft, and a positive driving connection between the crank shaft and the cams.

5. Mechanism for the purpose indicated coinprising a crank-case, a crank shaft rotatably mounted in the crank-case, a transmission shaft, a sleeve surrounding said transmission shaft and formed with valve operating cams, a positive driving connection between the crank shaft and the cam sleeve, a clutch operatively connecting the cam sleeve with the vtransmission shaft. a transmission sprocket, and selective transmission gearing operatively connecting the transmission shaft with said sprocket.

6. Mechanism for the purpose indicated comprising a crank case, a' crank shaft rotatably mounted in the crank case, a sleeve paralleling the crank shaft and rotatably mounted in the crank case, positive driving connections between the' crank shaft and sleeve to effect movement of the'latter in timed relation with the former, valve actuating cams formed on the sleeve, a transmission shaft surrounded by the sleeve, a clutch controlled driving connection between the sleeve and the transmission shaft, a countershaft paralleling the transmission shaft, a series of gears of different diameters carried on the counter-shaft, gears carried on the transmission shaft and arranged in couples with those on the counter-shaft, and means for selectively effecting positive driving connections with the transmission shaft of those gears carried by the latter.

MARK' W. ANTHONY. 

